Method and system for controlling auto races

ABSTRACT

A method of conducting a racing competition among a plurality of race cars including conducting qualifying trials among the plurality race cars, arranging the race cars in qualifying order arrangement for the start of the race, altering at least one of time, distance or speed parameters of one or more of the plurality of race cars during the race, and determining the winner and order of race finish at the completion of the race based on the parameters

RELATED APPLICATIONS

This application is a continuation of U.S. Ser. No. 16/021,434 filedJun. 28, 2018 which in turn is a continuation-in-part of U.S. Ser. No.13/495,438 filed Jun. 13, 2012, now U.S. Pat. No. 10,035,060.

FIELD OF THE INVENTION

The present invention relates very generally to racing events. Moreparticularly, the present invention pertains to various methods andsystems for altering a traditional racing format in order to enhance theexperience of the racing fan.

BACKGROUND OF THE INVENTION

Automobile racing is a sport that has developed over the last century.People are naturally competitive and thus there always has been aninterest in determining who is the fastest. Races have therefore beenorganized and conducted to determine which automobile is the fastest.Although races have long been conducted, the format of races has changedvery little over the last several years. Races are still generallyconducted by having the race participants simultaneously start at acommon starting time and then travel over a race course a predeterminedfixed distance. The first race participant to cover the required racecourse distance is traditionally declared the winner and thus thefastest.

Today most aspects in racing are thoroughly specified and highlyregulated. Thus the race becomes well defined and the outcomes aresomewhat predictable. The biggest variable is the skill of the driverand a measure of luck or good fortune in the pit crew. The “unfairstart” condition is particularly unfair now because of the advantagegiven to the fastest cars. The “unfair start” refers to the fact that,via qualifying times, the fastest cars have the more favorable startingposition at the front of the pack of cars.

While determining the fastest competitor in a given race, thetraditional and conventional method of conducting races as describedabove does not always make for the most interesting and captivating racefor fans observing the race. Races all too often evolve into a contestwhere a majority of the contestants chase the front-runner(s). Inparticular, automotive races oftentimes degenerate into an exhibition of“follow the leader” where the fastest cars, qualifying and starting atthe front of the grid, maintain their positions at the front of the racethroughout the majority of the race. The race in effect becomes a“follow the leader” event since the cars with the fastest times duringqualifying trials begin the race at the forefront of those participatingin the race.

Some of the most exciting racing action occurs when cars pass othercars. This is even more exciting when a fast car or driver qualifies fora starting position in the middle or back of the starting grid. Thissituation most often occurs due to technical, procedural or drivermiscalculations during the qualifying trial(s). When this situation doesoccur, race fans are often treated to some of the most captivatingracing because the faster, skilled driver often boldly and aggressivelypasses other cars in route to the front of the pack. The racing fans arethus treated to a creative display of driving skill and strategy as themisplaced fast car attempts to advance to the front of the pack andchallenge the other fast cars.

Thus, one basic problem in modern racing is the unfair start or theunequal start of the race. This derives from the qualification trialsand starting grid on the race track. No other sport has a preconditionwhereby one contestant is noticably held back in comparison to anothercontestant at the beginning of the contest, and based on the fact thatthe held back driver is inherently slower. Yet modern motor racingbegins by giving the fastest qualifying cars the best position on thetrack (perhaps in the name of safety).

This starting condition means the fastest cars drive the shortestdistance and then they extend their lead by driving unchallenged on thetrack for the initial laps. These top drivers then can makenon-competitive passes on the slowest cars as they go through the rearof the starting grid. All of these elements serve to extend the lead ofthe fastest. This factor decreases fan excitement and challenges for thefastest drivers.

Some fan excitement comes from watching drivers successfully controltheir cars at high speeds, especially in the corners, i.e. on turns ofthe track. All drivers must do that. However, fans are particularilyinterested in watching drivers attempting passes and successfullypassing other drivers. This requires a higher level of drivingskill—i.e. maneuvering the car at high speeds around another car thatusually does not want to be passed. Fans are aware of this skill andcheer when these drivers are successful. Fans adopt favorites among thedrivers because their favorite driver is good at passing and of coursewinning races. Faster drivers passing slower cars, is not as challengingfor the driver or exciting for the fans as passing competitive drivers.

SUMMARY OF THE INVENTION

Accordingly, a goal of this invention is to create a more competitivepassing scheme and thereby increase fan interest and excitement at thetrack and for viewers of the race on viewing screens, live and recorded.In accordance with the present invention the fastest drivers will bechallenged as never before. A method and system is provided to enhancethe viewing experience of the race fans, particularly by means of morecompetitive passing particularly among the fastest race cars. The methodof the present invention encourages top speeds, and competitive andcreative driving.

In accordance with one embodiment of the present invention there isprovided a method of conducting a racing competition among a pluralityof race cars comprising the steps of: conducting qualifying trials amongthe plurality race cars; arranging the race cars in qualifying orderarrangement for the start of the race; altering at least one of time,distance or speed parameters of one or more of the plurality of racecars during the race; and determining the winner and order of racefinish at the completion of the race based on the parameters. One mayaward some form of credit based on qualification position (QP) tocompensate each car that gave up an advantage, and to discourage thosecars using the “hold back” strategy.

In accordance with other aspects of the present invention the pluralityrace cars are delayed a time interval that is equal to their time tocross the starting line subtracted from the time to cross the startingline of the last car to cross the starting line; the plurality race carsare delayed a time interval that is equal to their time to cross thestarting line subtracted from the time to cross the starting line of thelast predetermined group of cars to cross the starting line; the step ofaltering includes a pre-arranged addition or subtraction of time ordistance or speed capability to the plurality of race cars during therace; the plurality race cars have the speed capabilities modified bychanges in at least one of the engine horsepower, the race car weight,the tire characteristics and the aerodynamic drag characteristics; theplurality race cars have the speed capabilities linked by a themathematical formula:

HP×K1+WT×K2+TR×K3+DR×K4=K5; set K5=1 and K1 through K4 are constantsrelated to each speed characteristic;

-   Where:-   HP=horsepower-   WT=weight-   TR=tire characteristics-   DR=drag characteristics    and the plurality race cars have the speed capabilities modified    during the race by changes in the tire traction by the pouring or    spraying of a liquid on part or all of the race track.

In another version of the present invention there is a method ofconducting a racing competition among a plurality race cars, comprisingthe steps of: conducting qualifing trials among a plurality race cars;arranging the race cars in qualifying order arrangement for the start ofthe race; at a time after the start of the race, changing the directionof travel for the plurality of race cars during the race; anddetermining the winner and order of race finish at the completion of therace based upon finish position; and wherein a plurality of qualifyingtrials for the plurality race cars are conducted in both directions oftravel on the track.

In another version of the present invention there is a method ofconducting a racing competition among a plurality of race cars that aredriven on a race track, and in which there is a pit area where the carsare served, said method comprising the steps of: conducting qualifyingtrials among the plurality of race cars so as to identify faster andslower cars; arranging the race cars in qualifying order arrangement forthe start of the race; the race cars periodically stopping for serviceat the pit area; establishing a delay period for one or more of thefaster cars; applying the delay period in the pit area so as to delay atleast one of the faster cars in their exit from the pit area; anddetermining the winner and order of race finish at the completion of therace based on the finish position awarding some form of credit basedupon qualification position (QP).

In accordance with other aspects of the present invention the pluralityrace cars are delayed a time interval that is equal to their time tocross the starting line subtracted from the time to cross the startingline of the last car to cross the starting line; the plurality race carsare delayed a time interval that is equal to their time to cross thestarting line subtracted from the time to cross the starting line of thelast predetermined group of cars to cross the starting line; the delayperiod follows the service period of the race car; alternatively thedelay period precedes the service period of the race car; the faster thequalifying speed the greater the delay period; the delay period issuccessively smaller from the fastest car to progressively less fastcars; a group of more than one of the faster cars has the same delayperiod; the finish position for the faster cars is the start finishline; alternatively the finish position for the slower cars isdetermined based upon their starting position on the race track.

BRIEF DESCRIPTION OF THE DRAWINGS

It should be understood that the drawings are provided for the purposeof illustration only and are not intended to define the limits of thedisclosure. The foregoing and other objects and advantages of theembodiments described herein will become apparent with reference to thefollowing detailed description when taken in conjunction with theaccompanying drawings in which:

FIG. 1 is a schematic diagram of a race track to illustrate theprinciples of the present invention; and

FIG. 2 is an alternate track configuration for an embodiment in whichthe race cars reverse direction.

DETAILED DESCRIPTION

The method and system of the present invention can maintain thetraditional start with some corrections during the race which allow therace fans and race promoters to make a slower transition to new fairerstart procedures. In particular, the present invention pertains to anovel method of conducting a race that encourages improved racing andthus improved race fan excitement. The method and system of the presentinvention particularly addresses passing opportunities during the raceto enhance fan participation. Therefore these features improveexcitement for race fans by improving competitive passing. The presentinvention results from a strict evaluation of the race based on theprinciples of physics (mechanics) and engineering to create a fair startsituation for each driver. The speed of an object (race car) is definedas the distance traveled divided by time to traverse the distance.Therefore, in racing, the invention realizes that one can change any orall of these three elements to alter the race to enhance fan excitementso as to improve passing opportunities, safety considerations, or anyother character of the race that creates competitive challenges for thedrivers.

More particularly, the following are the race elements that can beconsidered.

Element method of change distance: add or subtract distance requirementson any or all race cars to correct the unfair start; time: add orsubtract time requirements on any or all race cars to correct the unfairstart; speed: add or subtract speed capabilities on any or all race carswith various means to correct the unfair start;

The above elements are changed or modified by the race promoters tooffer the best excitement for race fans by challenging the skill of thedrivers. For example, to correct for the traditional start:

-   -   add distance to the route of faster cars or subtract distance        from the slower cars so each car travels the same distance;    -   add time corrections to the faster cars or subtract the time        correction from the slower cars so that each car is measured by        the time to travel from the starting line;    -   increase speed capabilities of the slowest cars or subtract this        capability from the faster cars;

All or a combination of these elements are used to correct for thetraditional start and thereby to increase competitive passing situationsduring the race. These changes cause an overall increase in race fanexcitement. However, race promoters may feel that many modifications tothe traditional starting grid method may be too great of a step to takefor the fans or the drivers. Therefore, the present invention may beimplemented in phases.

First Embodiment

A qualification trial to determine the fastest cars is conducted and theorder and speed of the cars is recorded. Before the race, the cars arearranged in a grid on the race track with the fastest car in the frontrow usually closest to the first turn, second fastest beside or behindthe fastest car and so on to the least fastest cars at the end of thegrid. A fair start and more competitive passing occur during the race byadding a predetermined time delay during servicing of each car while inthe pits. This simulates the effect of all cars starting on the samestarting line. This delay equalizes many of the previously mentionedproblems with the traditional start of the race and yet still providesthe front cars some advantages over the slower cars.

The time delay to be applied for each car in the pit area may bedetermined in a number of different ways. For example, the time delaymay be equal to the time difference between each car as it passes overthe starting line and the last car to pass over the starting line, or acertain group of cars (or even a single car) as they pass over thestarting line. This affords the race promoter (and drivers) thetraditional starting conditions while taking some of the unfairness outof these starting conditions. The time difference can be measured withtiming equipment carried in each car as it passes over the starting lineor with cameras as the race is started. The time information for eachcar is transferred to a light or signaling device. A race official withthe signaling device stands in front of each car in the pits when itarrives for the pit stop. The driver and pit crew observes the signalinglight of the official to determine whether the car can be serviced. Thelight, or other signaling device, for each car may be illuminated untilthe car arrives in the proper pit position and the official then startsthe time delay. This may be initiated by a change in the color of thelight, or a “red” light may be observed during the time delay. The timedelay light goes out when the time difference expires. The driver's pitcrew is not allowed to service the car until the time delay has expired.The benefit of this method is to eliminate the starting advantage of thecars at the front of the traditional starting grid. During the race thecars qualifying in the front of the grid will be moved backward inposition on the race track by virtue of this delayed pit stop, andthereby have to pass their way to the front of the race. The order oflead cars is thus shuffled as they exit the pit road and re-enter therace. Fans would observe competitive passing among the leading race carsdriving in close proximity to one another due to the re-shuffling ofpositions. Other time delays due to starting conditions may be added.For example, the delay imposed may occur after the car has beenserviced. In that case, the race car is serviced first, but cannot leavethe pit stall until the light held by the official goes out, or changescolor, or has some other discernible change. After the time delayexpires, the car is allowed to leave the pit stall. After re-enteringthe race, the car would earn some form of credit for passing other cars.A car with a larger time delay would earn larger credit based on theirQP.

Reference is now made to the diagram of a track shown in the solefigure. The track 10 is typically an oval or circle, although othertrack configurations may also be contemplated, such as a road coursetrack with several reverse turns. On the track is the start/finish line11 where the beginning of a race typically starts with all cars 13typically in a two row alignment in closed position. The figure alsoshows the pit area 12 with a series of individual pit stalls 14 as isusual. An entry to the pit area is at 16 and an exit at 18. An officialat 17 is associated with each pit stall 14 for controlling the exit ofeach car from its respective pit stall. For the slower cars there ispreferably no delay, although in one embodiment all cars may be delayedbut the faster cars are delayed more than the slower cars so that thefaster cars are shuffled back from their leading positions.

In one example suppose there are thirty cars in a race and the last carpasses the start/finish line 3 seconds after the lead car passes thestart/finish line, then that difference is used as a basis for a delay,or the basis of delay, in the pit area for the fastest car or cars. One,or more than one fast car, may be subjected to the delay or anindividual stepped delay may be used for each car. The end pack cars aresubjected to the smallest delay or none at all. Thus, by way of example,if there are 30 race cars in the pack, on average, each car will bedelayed from one to the next by 0.1 seconds. The lead car when arrivingat the pits will have a full delay of 3 seconds and each of the otherstarting cars on the grid will be delayed by a stepped down amount suchas, successively, 2.9; 2.8; 2.7; 2.6; etc. delay periods. Also, thedelay time in the pits does not necessarily have to equate to theaforementioned starting delay periods but can be some type of modifiedfunction thereof. The manager of the track can have the authority toincrease or decrease the pit delay depending upon other possible factorsduring the race.

In the system described herein where the fastest qualifying car is giventhe most favorable position at the beginning of the race, there may be atendency for one or more of the race cars to develop a strategy so thatthey qualify more toward the middle of the grid so as to minimize theirtime delay at the service stop. This can be called a “hold back”strategy and is a valid race strategy. Most race promoters and managersand fans will want to discourage this strategy and to reward those whoattempt to reach the highest QP. Under those circumstances, and inaccordance with a method of the present invention, the pit delays may befurther modified on the basis of the mid-pack cars relatively quicklypassing a number of race cars in front of them in a relatively few laps.If this should occur, there is a strong likelihood that these middlepack cars held off during qualifying so that their qualifying speedswould arrange them more toward the middle of the pack, thus decreasingtheir pit delay time. Accordingly, detectors for the position of allcars can be monitored to determine if any one or more cards, such asthose at the middle of the pack, pass a predetermined number of cars ina predetermined number of laps so as to trigger a modification to thepit delay time. This modification to the pit delay time would increasethe delay period so that the mid-pack cars do not obtain an unfairadvantage due to their intentional reduction themselves in qualifyingspeed. The manager of the track can determine what the predeterminednumber of cars and what the predetermined number of laps are used inorder to trigger an increase in delay time at the pits. For example, ifa mid-pack car, say the car with a starting position of 15, within fiveor six laps is up to 5^(th) place, this would automatically trigger anincrease in the pit delay time so that that particular car is furtherdelayed at its pit stop. This will make for a more equitable conditionfor racing. The increase in the delay period at the pits can be by afixed amount of time or it can be a function of the number of cars thatare passed within a set number of laps. Other methods of discouragingthe hold back strategy can be developed to improve the quality ofracing. These methods would reward cars with the highest QP andencourage competitive passing during a race. To accomplish this, thesemethods will give higher qualification credits and passing credits tothose cars achieving high QP. Lesser credits will be given to cars withlower QP.

Second Embodiment

A qualification trial to determine the fastest cars is conducted and theorder and speed of the cars is recorded. Before the race, the cars arearranged in a grid on the race track with the fastest car in the frontrow usually closest to the first turn, second fastest cars beside orbehind the fastest car and so on to the least fastest cars at the end ofthe grid. The distance driven by each car is made identical by endingthe race at the exact place where each car started the race. The firsttwo cars on the traditional starting grid would end at the traditionalstart/finish line but the other cars would end at their spot in thegrid. The spot for each car could be determined by cameras or devicesmounted in the track. Although very fair, this method is less preferredbecause it does not facilitate competitive passing as each car races tothe start/finish line. In this regard see in the sole figure the markerline 20 representing placement of one of the cars. For that particularcar the finish location would be at the same line 20. Another method ofequalizing the distances driven is to make the cars at the front of thegrid drive an additional distance so that they drive the same distanceas the last car in the grid. This is geometrically opposite the firstexample in the second embodiment. This example also has the samepractical issue of not facilitating competitive passing on the racetrack.

Third Embodiment

A qualification trial to determine the fastest cars is conducted and theorder and speed of the cars is recorded. Before the race, the cars arearranged in a grid on the race track with the fastest car in the frontrow usually closest to the first turn, second fastest beside or behindthe fastest car and so on to the least fastest car at the end of thegrid. Engine characteristics (limited horsepower), weight (mandatoryamount), tires and road contact and aerodynamic drag (car exterior) havebeen regulated for decades by each racing format. These are the maindeterminants of the speed of the race car. However, by developing amathematical formula that links engine horsepower, weight and tire width(and other characteristics) to alter the balance between straightlinespeed and cornering speeds, a new dimension is added to racing. Thus, acar with greater horsepower and speed would have tires with lesscornering capabilities and a car with lesser horsepower would have tireswith better cornering capabilities. The average speeds of both would bedesigned to be the same. This means the faster car on the straightswould be slower in the turns. A driver would have to adjust the speedbecause of the position on the track and avoid other cars. Thus, therace would unfold different than the qualification trials. Each car mayhave different winning potential on different tracks because of thevaring lengths of straight sections and the differences in curves. Theformula is as follows or similar:

HP×K1+WT×K2+TR×K3+DR×K4=K5; set K5+1 and K1 through K4 are constantsrelated to each speed characteristic.

Where:

-   HP=horsepower-   WT=weight-   TR=tire characteristics-   DR=drag characteristics    Other mathematical formulas can be developed based on these    variables and racing experience.

Fourth Embodiment

A qualification trial to determine the fastest cars is conducted and theorder and speed of the cars is recorded. Before the race, the cars arearranged in a grid on the race track with the fastest car in the frontrow usually closest to the first turn, second fastest beside or behindthe fastest car and so on to the least fastest car at the end of thegrid. The drivers ability to handle different conditions would bechallenged by reversing the direction of travel. In this case the driverand car would be required to adjust the speed to maneuver through eachturn from a different direction. In this regard refer to the schematicdiagram and the arrow A indicating the usual direction of travel and thereverse direction by arrow B. Reversing travel direction, after propersafety considerations, at some point in the race presents new challengesto the drivers, the car, and team operations as they cope with turningat high speeds in the opposite direction. Some drivers would be able topass other competitors as they try to adjust to different conditions dueto the different direction of travel. The race promoters would requirethat caution lights be illuminated and the safety car be used to re-formthe race cars. The safety car would lead the race cars through the pitsand then turn in the opposite direction on entering the track. After afew laps at the safety speed, the safety car exit the track. The racecars then increase their speed and at some time are allowed to resumethe race.

Fifth Embodiment

A qualification trial to determine the fastest cars is conducted and theorder and speed of the cars is recorded. Before the race, the cars arearranged in a grid on the race track with the fastest car in the frontrow usually closest to the first turn, second fastest beside or behindthe fastest car and so on to the least fastest car at the end of thegrid. Another method of altering the benefits given to the front cars inthe traditional start is to change the road conditions during the race.This involves something as simple as spraying or dumping water on part,or all, of the course at some time in the race to simulate rain and thuschallenging the drivers. Race track speeds and driving are highlydependant on track conditions and the tires. The race promoters wouldrequire that caution lights be illuminated and the safety car would beused to re-form the race cars. The safety car would lead the race carswhile the water is being applied to the track. After several laps at thesafety speed, the safety car would exit the track. The race cars wouldincrease their speed and shortly thereafter be allowed to resume therace under the new conditions.

Each of the above different embodiments would counteract the unfairconditions of the traditional start and generate more competitivepassing opportunities during the race. These embodiments would give racedrivers the opportunity to demonstrate a greater ability to control thecar over a wide range of racing conditions, not just the static case asis done now. These embodiments would give the fans greater excitementthrough more competitive passing.

Having now described a limited number of embodiments of the presentinvention, it should now be apparent to those skilled in the art thatnumerous other embodiments and modifications thereof are contemplated asfalling within the scope of the present invention, as defined by theappended claims.

What is claimed is: 1-19. (canceled)
 20. An apparatus for conducting aracing competition on a race track among a plurality race cars, saidapparatus being constructed and arranged to allow a change in directionof the plurality of race cars, said apparatus having the race trackformed as an oval or circular race track and further comprising: astart/finish line demarcated on the race track; a pit area disposedadjacent to the race track where the race cars are each periodicallyserviced and including individual pit stalls each for the service of arespective race car; said pit area including opposite first and secondends; a first lane for the race cars and connecting the first end of thepit area with a first location on the race track; a second lane for therace cars and connecting the second end of the pit area with a secondlocation on the race track that is spaced from the first location on therace track; said second lane being a bifurcated lane comprised of afirst ramp and a second ramp that both connect from the second end ofthe pit area to the race track about the second location; said change indirection of the plurality of race cars being between a counterclockwisedirection of travel “A” on the race track and a clockwise direction oftravel “B” on the race track; including a safety car that is uses tolead the plurality of race cars so that, for the change of direction,the safety car leads the plurality of race cars through the pit area andthen turns in an opposite direction upon leaving the pit area; whentraveling in direction “A”, the first lane is used by the race cars toenter the pit area and the second ramp is used to exit the pit area;when traveling in direction “B”, the second ramp is used by the racecars to enter the pit area and the first lane is used to exit the pitarea.
 21. The apparatus of claim 20 including caution lights associatedwith the race track.
 22. The apparatus of claim 20 wherein the first andsecond ramps terminate at the race track at spaced apart locations. 23.The apparatus of claim 22 wherein the second lane includes a single laneconnected from the pit area and leading to the bifurcated first andsecond ramps.